Well-priced, good-sized, well equipped: the MG4 electric hatchback was a breath of fresh air when it launched locally in August 2023 because it was fun to drive thanks to its lovely rear-drive chassis.

Australians agreed and almost 7,000 of them were sold in 2024 – enough to significantly outsell its BYD Dolphin and GWM Ora main rivals.

There are five MG4 models available in Australia: the entry-level Excite 51 and Excite 64, mid-spec Essence 64 and Long Range 77, and the 300kW XPower at the top of the range. Pricing for the MG4 range starts at $37,990 plus on-road costs, though MG is currently offering sharp deals – the Excite 51 is priced at just $34,888 drive away, for example.

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But standard equipment on even the base MG4 is healthy with features like 17-inch alloy wheels, automatic LED headlights, a 10.25-inch touchscreen, Apple CarPlay and Android Auto, one-pedal driving, vehicle-to-load functionality and safety features such as AEB, adaptive cruise control, lane keep assistance and a reversing camera.

Move up the range to the Essence 64 and blind-spot monitoring, rear cross-traffic alert, synthetic leather and fabric upholstery, heated front seats, an electric driver’s seat, auto-folding mirrors and larger 18-inch wheels are added.

The 4 sits on a new rear-drive platform developed which is it was the first model to use – the Cyberster roadster was second – and it offers three different battery sizes: 51kWh, 64kWh and 77kWh for WLTP range ratings of 350km, between 400km-450km, and 530km respectively.

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The 51kWh battery is equipped with a 125kW/250Nm electric motor for a quick claimed 7.7-second 0-100km/h time, while the 64kWh model ups the power to 150kW. The 77kWh model increases that to 180kW/350Nm and the hi-po XPower adds a second motor on the front axle for 300kW/600Nm outputs and a searing 3.8-second 0-100km/h time.

Thanks to its rear-drive chassis – or all-wheel drive in the XPower – the MG4 is enjoyable to drive. It’s well balanced, feels light on its feet and even though the steering isn’t the last word in feel, it’s satisfyingly weighted for most drivers. The ride quality is nicely taut, and the four levels of regenerative braking work well.

The MG4’s cabin is modern, practical and comfortable. It uses a minimalist layout and most of the functionality is controlled through the touchscreen, which can be a bit overwhelming initially but it’s easy to use once learnt.

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The rest of the MG4’s cabin is good quality and full of practical touches like a big centre console tray. The driver’s display seems small at first but displays a good amount of information.

The rear seat of the MG4 is practical for a small hatchback, with ample room for two six-footers, along with door and map pockets, as well as a single USB-A charger, though no central arm rest or air vents.

The boot measures up to 363 litres with seats up and between 1,165L and 1,177L when they’re folded down, with side storage. On the Essence 64 and above, there is a dual-level floor for a flat loading bay with the rear seats folded.

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Like other new MG models, the MG4 is covered by MG’s industry-leading 10-year/250,000km warranty and six years/120,000km of servicing costs just $1,478 ($246 per year).

Overall, it’s easy to see why the MG4 is so popular. Its qualities extend beyond its value pricing to a roomy and good quality cabin, a wide range of battery sizes with healthy ranges, solid performance and a fun chassis that keen drivers would enjoy. If you’re after an electric hatchback, it should be at the top of your test drive list.

01 – ZF 8HP Transmission

2009 – BMW 760Li

For a while it looked as if the dual-clutch transmission would retire the flabby old torque converter auto, right? Not so fast, hoss. Zahnradfabrik Friedrichshafen, or ZF to most of us, had other ideas.

The company that was originally formed to produce gear wheels for Zeppelins developed a compact eight-speed transmission with four planetary gearsets, three clutches and two brakes that could shift gears in as little as 200 milliseconds with a beautifully oiled slickness that suddenly made DCTs seem clunky.

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Compatible with rear- or all-wheel drive layouts with torque outputs from 220Nm to 1044Nm, the ZF 8HP even prompted some manufacturers like Audi and BMW (with RS5 and M5 respectively) to ditch DCT installations and return to automatics.

The added length of a torque converter has proven prohibitive in high performance mid-engined applications, but otherwise the ZF 8HP is the transmission that demonstrated that when it comes to shift quality, the auto remains king.

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02 – Sequential twin-turbo

1986 – Porsche

Although the design for exhaust-driven turbos dates back to 1905, and parallel-sequential forced induction systems had been toyed with in aviation until the advent of the jet engine, it wasn’t until 1986 that Porsche commissioned KKK to build a series-sequential setup.

Unlike its predecessor, where both turbos would operate under high load and only one would be used at lower outputs, the KKK K26 turbochargers fitted to Porsche’s 959 would see one spool up and then pass the baton to the next at 4000rpm, neatly eliminating turbo lag and improving driveability.

Since then, innovations in variable geometry turbocharging have largely rendered the cost and complexity of sequential twin turbocharging redundant. Those who have ever tried to troubleshoot an FD3 RX-7 turbo issue, we feel your pain.

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03 – Active aero

1986 – Porsche

Without wanting to make this entire feature a Porsche 959 hagiography, Weissach’s supercar was there with the first automatic ride height adjustment. Vehicles like the 1988 Volkswagen Corrado with its active rear wing and the 1990 Mitsubishi 3000GT with its automatically adjusting front and rear spoilers followed.

Since then we’ve had oddities like the Pagani Huayra with its four moveable control surfaces at each corner or the Zenvo TSR-S with its crazily tilting rear wing. Lamborghini’s ALA system on the Huracán Performante featured aero vectoring to apply or reduce downforce to each individual wheel.

Latterly, Ford’s Mustang GTD uses adjustable ride height, flaps under the front of the car and a rear wing that alters its angle of attack. Leaving aside high performance applications, active aero can improve efficiency with features such as the active grille shutters found on the current Hyundai Santa Fe.

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04 – Stability Control

1995 – BMW/Mercedes

Let’s pause for a moment and examine cars before stability control became widely fitted. A Ferrari F40 with 356kW was a handful and Porsche’s last GT car without the fitment of stability control was the 355kW 996 GT2. It was clear that there was a definite power ceiling that a car driving through its rear wheels could reasonably be foisted upon the general public.

These days, you’d happily drive a 610kW Ferrari 296 GTB without checking your life insurance provision beforehand, largely thanks to advances in stability control technology.

Even Gordon Murray has fitted the tech to his latest wares. Rather than prove a drag, stability control has morphed into an enabler, coming from its roots back in 1995 on Mercedes-Benz and BMW products through to BMW’s slick M Dynamic Mode and Ferrari’s otherworldly Side Slip Control. Along the way it has saved many lives as well as the blushes of more than a few motoring writers.

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05 – Over-the-air updates

2009 – GM

It’s been more than a decade since a Tesla Model S connected itself to the internet and downloaded a software patch. Yet, while Elon might like to claim that as a first, it ignores the fact that General Motors introduced its Vehicle Intelligence Platform that could update OnStar and infotainment back in 2009.

OTA updates have yet to fully realise their potential, with most still only able to update infotainment functions, dubbed Software Over The Air or SOTA. Tesla has long supported Firmware Over The Air (FOTA) upgrades for the entire vehicle system as well as SOTA capability.

Ford has taken a lead in OTA updates and its Mustang Mach-E features electronics that contain A/B partitioning, which means that the car can install an update in the background while being driiven, and then switch over to the newly updated partition. After all, there’s never a convenient time for a software update, is there?

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06 – Electronically controlled torque vectoring diff

1996 – Mitsubishi

Mitsubishi’s Active Yaw Control, which debuted on the Lancer Evo IV GSR in 1996 was a revelation. It controlled which rear wheel got a greater or lesser share of torque with an electronically controlled wet clutch pack nestling either side of the differential gears on the rear axle.

Understeer was reduced by directing more torque to the outside rear wheel otherwise the system would detect which wheel could best accept drive and direct it accordingly. When equipped on both axles, these smart diffs can direct torque to any wheel.

The Twinster drive system on the Ford Focus RS and the 4Matic+ system on the Mercedes-AMG A45 S can send high percentages of drive to the rear axle and then to one particular wheel to deliver dedicated drift modes.

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07 – TPMS

1986 – Porsche

If you’re sensing a theme here, you probably won’t take too many guesses at figuring out which car introduced a tyre pressure monitoring system back in 1986.

And while TPMS is undoubtedly a handy thing to have to signal whether you’ve caught a slow flat, does it offer other benefits? You bet. Firstly there’s a significant safety implication that’s only exacerbated by today’s cars putting greater demands on their tyres.

Whether its indirect TPMS, which uses an algorithm based on wheel speeds and other driveline data to model tyre pressure, or direct TPMS which features an in-wheel pressure sensor, TPMS helps improve safety and extend the life of your tyres. It’s a boon for trackday drivers who are frequently monitoring tyre temperatures and exposing tyres to the risk of damage by running kerbs. It also benefits off-roaders who need to see how their tyres are performing in various states of high and low pressure inflation.

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08 – Dual-clutch gearbox

(1973-78)

We’re venturing into slightly controversial waters here, with a certain constituency of drivers holding dual-clutch transmissions largely responsible for the demise of the good old manual.

First seen on the 2003 Volkswagen Golf R32 in a production guise by BorgWarner – not, as some point out, the Smith’s Easidrive ’box of the 1960s – the DCT had its roots in racing applications. The Porsche DoppelKupplung (PDK) dual-clutch gearbox was first tested in 1984 in a 956.

Following further tests, in 1986 a 962 C, chassis 962-003, was fitted with the PDK transmission, claiming victory at the Monza 360km race. Dual-clutches shift quicker, shift smoother and are ultra-efficient when compared to manuals. Is that enough? Your mileage may vary on that one. Examining the buyer behaviour of many car customers, the answer would appear to be yes.

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09 – Michelin C3M

1994 – Michelin

Back in 1994, Michelin changed the way tyres were made. Prior to C3M (Carcasse, Monofil, Moulage et Mécanique) the construction of tyres relied on large-scale production facilities that required huge investments in raw material storage and therefore enormous tyre batches to cost-justify.

C3M introduced small, robotised drum-based stations that not only allowed Michelin to rapidly improve quality but also meant that building, curing and finishing could all be performed rapidly on the drum, with no inventories maintained between the building and curing processes. This enabled OEMs to order small batches of highly customised, high-quality tyres cheaply and rapidly.

Pirelli followed suit – and in many ways surpassed Michelin’s efforts – with its 1997 MIRS tech. So the next time you see a vehicle manufacturer logo on the sidewall of a tyre, that’s due to a French invention from Clermont-Ferrand.

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10 – Electrically-assisted Turbochargers

2022 – Mercedes-Benz

Once in a while, a good idea hangs around until technology catches up with it. BorgWarner had tested the concept of an electrically-assisted turbocharger (EAT) in the 1990s, but realised that the 12v architecture of production cars didn’t support its power requirements.

At this point it’s probably germane to get a little pedantic and point out the difference between an EAT and an electric compressor, or supercharger. The latter operates as a standalone item at the intake side, and it’s been used by manufacturers such as Volvo, on the 2016 XC90 T8, and Mercedes-Benz on the M256 engine from 2017.

An EAT still uses exhaust gases as the primary way to spool the unit, but relies on an electric motor to reduce lag. The 2022 Mercedes-AMG C43 was the first to use an integrated Garrett Motion EAT, drawing on the company’s experience in providing such tech to F1’s Scuderia Ferrari and the Le Mans winning Toyota Gazoo Racing program.

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The ability to develop useful torque lower in the rev range is a boon for driveability, but much of the difficulty in productionising the tech comes from packaging. After all, siting an electric motor inside the housing of a device that’s bolted to an exhaust manifold sounds like a great way to melt all of the electronics.

Garrett mounts the motor closer to the compressor side than the turbine side. A water-cooled housing for the turbo already exists and these are also used to help cool the motor and controller.

Porsche also uses an electric turbocharger in the latest 992.2 GTS. This unit, built by BorgWarner draws up to 20 kW to spin the turbine up to 120,000rpm and 26psi in less than or equal to 0.8 seconds, from any point in the rev range. By contrast, the prior 992.1 GTS required more than three seconds to attain its full boost of a relatively modest 18.6psi.

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11 – Active Noise Cancellation

1993 – Lotus

Audio scientists have known about what’s called ‘destructive interference’ since the 1930s. Active Noise Cancellation (ANC) drew its first patent in the 50s to help mute aircraft cockpits. Amar Bose designed consumer-spec noise cancelling headphones in 1978, and brought them to market in 1989. The tech is reasonably straightforward, by today’s standards at least.

A reference microphone records ambient noise which gets processed and filtered with feedback from an error microphone that records what the user can hear. A speaker then plays an inverted wave, 180-degrees out of phase at exactly the right time so it lines up and cancels out the ambient noise.

The first automotive application came in 1993, when Lotus applied the tech to the Nissan Bluebird. Lotus? What experience did they have in cabin refinement or audio? It actually sprung from their F1 program, where they realised that destructive interference worked on suspension systems to reduce harmonic vibrations.

From there it was logical to consider how else it could be applied. Hence the Nissan. Nobody quite appreciated what a big deal the ANC was in the Bluebird and the tech sat on the shelf for nearly a decade before being picked up again. It’s fitted to virtually every high-end car built today.

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12 – Magnetic Dampers

2022 – GM

Yield point shear stress. Sounds like a pretty nebulous concept, but if you can control that aspect of a damper’s fluid by using an applied magnetic field to align particles within it, it’s possible to change its effective viscosity.

Bingo – instant adaptability. Developed by GM’s Delphi and first seen on the 2002 Cadillac Seville STS, it also featured on the 2003 Corvette C5 and the 2006 Audi R8. This ability to change ride quality from relaxed to firm was adopted by manufacturers such as Ferrari, Lamborghini, Ford, HSV, Honda, Land Rover and Chevrolet amongst others.

Aside from its flexibility, another advantage of MagneRide systems is that there are no moving parts or valving structures needed to actuate the state change, operating almost instantaneously.

Jeep has released another new teaser image of its forthcoming all-new Compass, signalling an imminent unveiling in the coming weeks.

This latest image offers a first clear look at the new Compass’s headlights and grille, potentially in its EV form, judging by the closed-off look to the grille panels.

Exact timing for the new model’s US and Australian debut is still to be announced, but a European-first launch is scheduled for the local Spring – making it sometime around late March.

Read up on everything we know about the upcoming new Compass in our earlier coverage below.

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OCTOBER 2024: New Jeep Compass teased at last

Jeep has handed down a first look at its next-generation Compass, ahead of a debut expected to occur sometime in 2025.

This mid-size SUV will expand Jeep’s powertrain offerings, incorporating petrol, hybrid, and fully electric options.

Built on the STLA Medium platform shared with the Peugeot 3008, the Compass distinguishes itself with a robust, SUV-centric design language, as evidenced by the released image.

The front end shows a clear resemblance to the smaller Jeep Avenger, featuring indented headlights and protective plastic cladding.

Squared-off wheel arches, a signature Jeep design element, house substantial wheels and tyres – although, as a sketch, it’s unlikely we’ll see quite this level of chunkiness reach production.

Jeep has positioned the Compass as its “four-wheel-drive mainstream compact SUV,” confirming the availability of 4×4 configurations alongside front-wheel drive base models, mirroring the 3008’s setup. The vehicle’s short overhangs suggest enhanced off-road capabilities.

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Additional design features discernible from the teaser include roof rails, darkened B, C, and D-pillars, and a relatively flat rear profile, which should contribute to improved practicality. In a competitive segment populated by models such as the Nissan Qashqai and Hyundai Tucson, practicality is a crucial consideration.

Drawing parallels with the 3008, the all-electric Compass variant may offer a range exceeding 640km. Hybrid models will likely utilise the 1.2-litre three-cylinder petrol engine with mild hybrid assistance, and a plug-in hybrid option remains a possibility.

Jeep’s UK managing director, Kris Cholmondeley, previously indicated a potential November reveal, placing the official unveiling in the near future. Production is set to commence in Italy next year, with North American production following in 2026.

The Cadillac Vistiq and Optiq electric SUVs have been confirmed for an Australian release in 2026 as the American luxury brand expands its global footprint.

Revealed as part of an announcement about greater commitment into right-hand drive markets such as Australia, New Zealand and Japan, the Optiq and Vistiq will join the Lyriq that went on sale locally in late 2024.

The Optiq and Vistiq will sit below and above the Lyriq in size, with the Optiq competing against a range of mid-size electric SUVs and the Vistiq competing with larger seven-seaters like the incoming Hyundai Ioniq 9. All three sit on General Motors’ ‘BEV3’ platform and use its ‘Ultium’ drive motors.

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Smaller than the Lyriq, the Optiq measures 4,820mm long, making it longer than a Tesla Model Y. It uses an 85kWh lithium ion battery for a claimed 480km range, while power comes from a 224kW/480Nm dual-motor all-wheel drive system.

According to Cadillac, the Optiq can be DC fast charged at up to 150kW, reportedly adding 127km of range in just 10 minutes.

Pricing in the US for the Optiq starts at US$54,000 (around AUD$87,000 at current exchange rates) and is available in two models there: Sport and Luxury. Both models are well equipped with features like a 19-speaker AKG stereo, a huge 33-inch infotainment screen with inbuilt Google Maps and a full suite of active safety kit.

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Luxury features inside the Optiq include a Volvo-like woven fabric made from recycled materials on the dashboard, ‘PaperWood’ accents with tulip wood and recycled newspaper, and crystal-look air vent controls.

Cadillac claims best-in-segment cargo capacity of 744 litres, which expands to 1,603L with the rear seats folded. The front seats are electric, heated, ventilated and even give a massage.

Sitting above the Lyriq and Optiq is the Vistiq, which is a large seven-seat electric SUV. Measuring 5,222mm long, the Vistiq is even longer than the Kia EV9 and like its smaller siblings, features a dual-motor all-wheel drive drivetrain as standard. In the US, outputs of up to 459kW/880Nm are available, which is almost double that of the Optiq.

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The Vistiq uses a larger 102kWh battery for a range of around 480km, with Australian figures yet to be confirmed.

US pricing for the Vistiq starts at US$78,000 (AUD$123,000) and in that market, Sport, Premium Luxury and Platinum trims are available.

Available equipment includes heated, ventilated and massaging front seats, five-zone climate control system, a 23-speaker AKG Studio sound system, ambient lighting, unique speaker grilles with a herringbone pattern and a panoramic sunroof that is joined by a second glass panel over the third row of seats.

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The Vistiq is also available with air suspension and even rear wheel steering in the US, while Australian equipment levels are yet to be confirmed.

Further local details of the Cadillac Optiq and Vistiq will be announced closer to their 2026 Australian release.

Skoda Australia has announced pricing for the new Kodiaq seven-seat SUV, which is due on sale soon. Priced from $54,990 plus on-road costs, the new Kodiaq starts at $1,700 more than the last-generation model, though Skoda claims its value has increased by $5,700 thanks to more standard equipment.

As we discovered in our features walkthrough article last month, the entry-level Kodiaq, now called Select, has seen a big increase in equipment with features such as leather trim, tri-zone climate control, traffic jam assist, DAB+ digital radio, metallic paint, heated front seats and an electric driver’s seat now featured as standard.

All models are powered by a 2.0-litre turbocharged four-cylinder petrol engine making 140kW of power and 320Nm of torque, enough for an 8.2-second 0-100km/h time. That’s mated to a seven-speed dual-clutch automatic transmission and all Australian Kodiaq models are all-wheel drive.

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The 195kW/400Nm Kodiaq RS will reduce that sprint time to 6.4 seconds when it arrives locally later in the year.

Measuring 4,758mm long, 1,864mm wide, 1,678mm tall and riding on a 2,791mm long wheelbase, the second-generation Kodiaq is 59mm longer, 18mm narrower, 8mm shorter and riding on the same wheelbase as the previous model.

The Kodiaq’s boot measures 289 litres with all seven seats in use, 794L with the third row folded and 2,035L with the second row folded as well, which are respective increases of 19L/29L/30L compared with the last car. That makes it more capacious than main rivals like the Kia Sorento, which offers up to 1,966L of space, and the Mazda CX-80 and its 1,971L maximum.

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The Kodiaq is yet to be tested by ANCAP, but received a five-star safety rating from Euro NCAP in 2024.

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The second-generation Skoda Kodiaq is due in local Skoda showrooms from later this month.

In this post-pandemic world, it’s surprisingly (and frustratingly) rare to find a new car for under $30,000. Various factors are responsible, including emissions rules and the inexorable popularity of SUVs, which can make it difficult for manufacturers to continue to justify making cheap sedans. Thankfully, there are still some around, like the MG5.

There are two MG5 models in Australia: the entry-level Vibe and upper-spec Essence, and both are well equipped for the money: the Vibe asks just $24,888 drive away and the Essence, $28,990 drive away.

The Vibe is equipped with features like 16-inch alloy wheels, dusk-sensing automatic LED headlights, keyless entry and start, air-conditioning, synthetic leather upholstery and steering wheel, a 10-inch touchscreen with Apple CarPlay and Android Auto, cruise control, six airbags, tyre pressure monitoring, rear parking sensors and autonomous emergency braking (AEB).

The Essence adds larger 17-inch wheels, a sunroof, an electric driver’s seat, heated and auto-folding mirrors, paddle shifters, two extra speakers (six in total) and a 360-degree camera. For the price it’s a more than respectable offering, though we’d love to see a few extras added like wireless smartphone mirroring, a wireless phone charger and automatic climate control in a later edition.

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Under the bonnet of the MG5 range are a choice of two 1.5-litre four-cylinder powerplants: a naturally aspirated version making 84kW/150Nm or a turbocharged one with 119kW/250Nm – the former uses a CVT automatic and the latter a seven-speed dual-clutcher.

Fuel consumption is rated at 6.6L/100km for the naturally aspirated engine, with the turbo reducing that to just 6.4L/100km and in our testing, those figures were fairly achievable in mixed driving.

The MG5’s road manners are generally pleasant, with a great ride quality – even in the larger wheeled-Essence, the MG5 is comfortable and especially so compared with some small SUVs that it will inevitably be cross-shopped with. It’s a reasonable handler too, and can be fun to drive, though road noise levels are a touch high.

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The MG5 also provides a spacious and practical cabin. Material quality could be a bit better but there’s no doubting the practicality: the door bins are large and there’s plenty of storage in the centre console, including a large tray underneath the dashboard.

The rear seat is also quite spacious with ample room for taller adults, plus door and seat map pockets, air vents and a USB-A charging port. The 401-litre boot’s opening is a bit on the smaller side, but it’s an otherwise large space – plus, the rear seat can fold if more space is needed.

While it could offer a bit more refinement or some more features, the MG5’s value equation is excellent – especially factoring in its excellent 10-year/250,000km warranty. In a world where everything is seemingly more and more expensive, it’s refreshing to know that a spacious and feature-packed small sedan is still available for a low price.

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Cards on table time. I loved the old Mercedes-AMG GT, especially the later, racier versions. They delivered a huge serving of charisma, demanded to be driven, and were never shy about reminding you exactly how they wanted to be driven. If you wanted something passive or low-involvement, go shopping elsewhere.

The all-new AMG GT caused a little trepidation. Looking at the headline stats, it’d be a reasonable assumption that it has gone a little bit soft. It rides on the platform of the new SL, it’s now a 2+2 rather than a strict two seater, drive goes to all four wheels rather than just the rears, weight has crept up by 248kg and that extreme cab-back, long bonnet look of its predecessor has transformed into something a little more mainstream.

Ask AMG and they’ll tell you that they are listening to customers and delivering what they want: something more everyday useable but which is still imbued with some old-school values.

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That’s why there’s still a thundering 430kW/800Nm V8 under the bonnet. No downsized two-litre four-pot here. In other markets you can get a rear-drive AMG GT 43 with that powerplant, but there are no plans to bring it to Australia at this stage.

Walk around the new car and it carries these newfound compromises well. Yes, the glasshouse is a little taller, but if anything it’s even more voluptuous than what went before. The tape says that it’s 17cm longer, 4.6cm wider and 6.6cm taller, so although it seems a less intimidating shape, it is a bigger car.

It pays to remind yourself that this is, for Australia at least, the base model, equipped as it is with swollen rear guards that are stretched and teased over the big 305/30 ZR21 rear Michelin Pilot Sport S5 tyres. This rubberware is the key differentiator in performance between this car and the identically-powered SL, which runs on a less focused but still all-round capable Pilot Sport 4S.

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The overhangs are tightly drawn too, and there are some neat details such as the subtle exterior brightwork that serves to visually elongate the car and the beefy pop-out door handles. It’s a more complex, sophisticated shape that what went before, and after it’s bedded in on your eye, it’s one of genuine subtlety. Beauty? I’ll let you decide on that one.

Drop into the AMG GT and it doesn’t feel anything but a Mercedes, despite the similarity of the rear to the Porsche 911. Some have carped at the inclusion of the huge 11.9-inch portrait-oriented screen which dominates the real estate in the centre of the cabin, but I have no great issue with it.

The controls within are, for the most part, sensibly resolved and it’s not as if Mercedes has compensated by lowering the carat count of the rest of the interior jewellery. The only ergonomic glitch is the position of the starter button on the left-hand side of the steering column which is awkwardly located behind the wheel and the edge of the screen. With time, you get used to ducking your hand up and under to give it a prod.

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The steering wheel is densely packed with controls, with the now familiar pair of illuminated multi-function switches suspended from the lower horizontal spokes of the wheel. The driving position takes a little bit of getting used to, especially if you’re expecting the long reach of before.

The standard seats also sit you a few centimetres higher than perhaps is ideal, just robbing you of that last degree of snug intimacy that you look for when getting acquainted with a powerful sports coupe. Should you want a snugger feel, swap the standard multi-contour front seats for the option of the racier AMG Performance seats.

There’s a lot to take in. The drive modes can be switched between Snow, Individual, Comfort, Sport, Sport+ and Race, then there are the AMG dynamics settings which shuttle between Basic, Advanced and Master. There’s the ability to open or close the exhaust butterflies for a throatier sound, the dampers are adaptive, and there’s a three-stage traction control system.

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In other words, this isn’t the sort of car you’re going to get the hang of in an afternoon. Fortunately the drive modes seem sensibly calibrated. There’s not a great deal of difference between Comfort and Sport, the latter just giving the feeling of added dynamism without asking too much of the driver.

Click through to Sport+ and the car feels far more purposeful. It never feels overtly all-wheel drive, with a maximum of 50 percent of drive can be diverted to the front treads. Even when provoking it, torque steer is noticeable only by its absence. The four-wheel steer system gives it a feeling of agility when diving into an apex, but it never feels flighty or that there’s a response issue between axles. It also serves to slyly mask that extra weight.

Unlike its predecessor, which featured a transaxle, this generation of GT features a more conventional gearbox slung at the back of the engine. That’s helped with packaging the rear seats and the luggage bay, but it also means that the old 47:53 weight distribution now morphs into a more nose heavy 54:46.

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I don’t mind that too much, as the extra weight removes the occasionally spooky feeling of aloof remoteness from the front end that sometimes afflicted the old car. This one always feels engaged. AMG has worked wonders at combining the weight distribution with a quick steering ratio and the all-wheel drive system to really allow you to build confidence. On road that translates into being able to engage more throttle, earlier in a corner. It’s a very effective ground coverer.

The gearbox software helps. It’s always the sign of great transmission mapping when you find yourself leaving the paddle shifters alone, the software able to accurately predict when to snick up or bang down through the gears and in Sport+ you’ll very rarely find yourself plucking at the shift tabs yourself to instruct the nine-speed auto. When you want it to, it’ll power in gearchanges with real aggression.

The 4.0-litre twin-turbo V8 engine is a known quantity, but familiarity doesn’t really dim our enthusiasm for it. On a decent stretch of road, it’s genuinely thrilling to extend the engine, basking in the resolve of its unapologetic internal combustion.

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It’s properly quick too, demolishing 0-100km/h in 2.9 seconds. Yes, you can quite happily drive on the torque response, but to clatter towards the redline feels gloriously impish and it’s addictive. Therein lies the triumph of this car.

It’s a common refrain that so many modern cars make going fast feel rather antiseptic. By contrast the AMG GT bucks and shimmies as you fire through the ’box, it crackles and bellows. You’ll feel like a hero right up until that moment that you glance at the speedo, and the number is surprisingly modest. Perhaps the way it should be. One suspects it’s a bit of clever artifice because gather everything up and drive it in a very ‘correct’ manner and there’s real talent in this chassis. The GT certainly feels more like AMG home turf than their work on the SL.

Want more aggression? Wait, and save, for the AMG GT 63 Pro, which features a little more power and a lot more aggressive aero. Its 420mm carbon ceramic brakes also help, but it’s worth bearing in mind that while many global markets don’t get a composite braking system as standard on their GT 63 models, Australia does. And it works brilliantly.

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The GT 63 works as a gran turismo car very well. No, it’s not a truly sybaritic mile muncher like a Bentley Conti GT, but there’s a rangy suppleness to the ride in Comfort that is easy to live with. Likewise, there’s a massive boot. Pop the electric tailgate and there’s 321 litres of luggage space on offer.

There’s a button to drop the rear seats from the luggage bay, extended luggage space to 675 litres. Those rear seats feature ISOFIX child seat mounts but, because of the swooping tail, those seats are best reserved for kids who have grown out of child seats but are smaller than about 150cm. For most people, the rears will be used to chuck a bag or two.

You also get a quality Burmester stereo, a glass panoramic roof with manual shade, some well-hidden massage seat functions, a head-up display and wireless Apple and Android with a wireless charging pad. A front lift system also takes the sweat out of negotiating city centres, with 41mm of extra chin clearance at the touch of a button.

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And yes, you can set it to remember the GPS coordinates for where the lift was engaged so that it does it without prompting next time.

Materials quality is, for the most part, good, and there’s a real sense of occasion in the AMG GT’s cabin. But then there needs to be. At $370,400, it handily undercuts the $401,300 Porsche 911 Carrera 4 GTS but start loading it up with the Night, Night II, Exterior Carbon or AMG Aerodynamics packages (not to mention the individualised Manufaktur options) and that price will start to creep towards blue bloods like the Ferrari Roma and the Aston Martin V8 Vantage.

On the plus side, you won’t need to jump through quite so many undignified hoops if you want your name on the registration document, servicing and ownership is a relatively straightforward proposition and it’s a car that you’ll want to drive rather than keep squirrelled away in a dehumidified garage.

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For more people, most of the time, it’s a markedly better car than its predecessor and I honestly didn’t think I’d conclude my review with that.

It’s certainly more useable on a daily basis. Does it cede a little of the drama of its predecessor as a result? Maybe, but that seems acceptable for a car that you’ll use and enjoy on far more days of the year. That it also delivers a dynamic package that also has its forebear covered seals the deal. In absolute terms, it’s now probably a more capable all-rounder than a 911.

It’s longer-legged, it’s got a bigger boot and there’s more bandwidth in its ride quality. But does it possess the same magic, the same ultimate reward when the traffic thins and your favourite road snakes ahead of you? That’s a tougher question to answer. But if you’re bored of 911s, add it to the shortlist. Heck, add it to the shortlist even if you’re not.

When the first-generation GT broke cover in late 2014 – ahead of its public debut at that year’s Paris Motor Show – it appeared Mercedes-AMG was experiencing some confusion.

Here was a two-door, rear-wheel-drive coupe powered by a 375kW/650Nm 4.0-litre twin-turbo V8 in ‘S’ guise. A great recipe, without question, but less than 12 months later the C63 Coupe would be revealed featuring two more seats, an extra 50Nm and a substantially lower price tag.

AMG, of course, knew exactly what it was doing and any confusion as to the two cars’ respective roles would last only as long as a back-to-back drive. If you think of the C63 Coupe as a state-level sportsperson – very fit, very talented, extremely capable – then the AMG GT was a national-level competitor: sharper, fitter, more skilled. Worthy of representing Mercedes at the sports car Olympics.

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Outrageous outputs would come later with variants like the GT C and GT R, but even with the same power as its C63 sibling, the GT was much more athletic – the distilled essence of AMG – as the second car after the gullwinged SLS to be engineered top to bottom by Mercedes’ performance arm.

For the second-generation GT, AMG has expanded its repertoire. Visually it’s clearly an evolution of the original, but it now has a much broader spread of talents. There are more models – a four-cylinder and a hybrid bookending the traditional twin-turbo V8s, all-wheel drive for greater performance in a wider array of conditions, 2+2 seating and more luggage space, a greater use of technology and more luxury. In short, the intention is for it to be more Mercedes without being any less AMG.

Marrying these seemingly contradictory objectives has required a lot of effort, with every facet of the car being put under the microscope. So, to examine the results, let’s apply a microscope of our own.

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More is More

If there’s one word that sums up the new Mercedes-AMG GT, it’s ‘active’. Not just because it’s designed to be driven in an enthusiastic manner, devouring roads with a twin-turbo V8 snarl, but due to the constant adjustments that various systems are making – aerodynamics, suspension, cooling, all-wheel drive and more – to optimise that driving experience.

But let’s start at the very core, with a multi-material bodyshell incorporating steel, aluminium, magnesium and fibre composite in a bid to best balance weight and strength. It’s a larger car than its predecessor, primarily to adopt the 2+2 layout, growing in length by 177mm, width by 46mm, height by 66mm and wheelbase by 70mm.

Whereas the previous GT came only with a 4.0-litre twin-turbo V8, which ranged from a formidable 340kW/600Nm in the original entry-level Coupe to a frightening 537kW/800Nm in the flat-plane-crank Black Series, the new GT 43 kicks off the range with four cylinders.

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That could be underwhelming were the four-cylinder in question not the 310kW/500Nm M139 from the A45 with an electrically assisted turbocharger. While it’s the only variant with rear-wheel drive, 0-100km/h is still dealt with in 4.6sec along with a 280km/h top speed.

The GT 55 introduces the familiar 4.0-litre M177 hot-vee V8, which has benefited from a new sump, repositioned intercooler, active crankcase ventilation and optimised inlet and exhaust ports. It produces 350kW/700Nm, good enough for 0-100km/h in 3.9sec when teamed with all-wheel drive and the nine-speed MCT wet-clutch automatic, while an increase in boost pressure lifts outputs to 430kW/800Nm in the GT 63 and cuts the 0-100km/h time to just 3.2sec.

Combined with a 315km/h top speed, the GT 63 would give even the previous Black Series a run for its money in a straight line, but here it merely sits in the middle of the range. The more focused GT 63 Pro offers 450kW/850Nm, which while no quicker to 100km/h, cuts 0.5sec from the 0-200km/h time (10.9sec).

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However, add hybrid assistance to this already potent recipe and you have a true rocket. The GT 63 E Performance incorporates a 150kW/320Nm electric motor with its own two-speed transmission for total outputs of 600kW/1420Nm, numbers that require a second take.

The result is truly staggering acceleration, with 0-100km/h taking just 2.8sec, yet the 6.1kWh battery – its 560 cells individually cooled by a fluid with two to three times the heat capacity of water – provides up to 13km of electric-only range.

In order to harness this power, all-wheel drive appears on all GT variants bar the GT 43. The rear wheels are constantly driven, an electronically controlled rear diff able to apportion power left or right to the wheel with the most grip, while an electromechanically controlled clutch brings the front wheels into play as required.

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This means the GT retains traditional rear-wheel drive characteristics, but with extra traction in slippery conditions. The track-focused Pro adds coolers for the front and rear diffs and transfer case, as well as two extra engine radiators for sustained hot-lapping.

One of the most difficult problems created by the GT’s expanded bandwidth concerns the suspension, ensuring it remains the torchbearer for AMG dynamics but with the comfort expected of a luxury grand tourer. The key is in that word active once more. There is five-link suspension front and rear with all links, steering knuckles and wheel carriers made from forged aluminium, but it’s AMG Active Ride where the real trickery lies.

In addition to multi-stage electronically controlled damping, active hydraulic elements at every corner eliminate the need for conventional anti-roll bars and allow each wheel to be operated individually.

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In a straight line this means wheels can deal with bumps or potholes independently without feeding the disturbance across to the other side, while the active roll stabilisation keeps the maximum amount of tyre in contact with the road during heavy cornering.

And what tyres. V8 variants now wear 21 x 10.5-inch front and 21 x 11.0-inch rear wheels with 295/35 (+30mm) and 305/35 (+10mm) tyres respectively, while the Pro uses 21-inch wheels of the same width, with extreme Michelin Cup 2Rs a no-cost option, replacing the standard Pilot Sport 5s.

The brakes are commensurately huge, with 390mm discs and six-piston calipers up front and 360mm discs with single-piston floating calipers at the back. The carbon-ceramics, fitted as standard to the Pro and optional on the GT63 and E Performance, are larger again (420mm discs front, 380mm rear). Rear-wheel steering also appears for the first time, increasing agility at low speed and stability at higher velocities.

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One area where the new GT has taken a decisive step forward is its aerodynamics, especially the – yep, again – active kind. In typical use, vertical slats behind the lower air intake and horizontal louvres behind the upper air intake are closed to reduce drag and direct air to the underbody to reduce lift, but as certain mechanical components reach a temperature threshold these fins open to allow air to reach the heat exchangers, though the upper louvres only open above 180km/h.

Furthermore, a carbon element extends at the front above 80km/h to create a Venturi effect to help suck the nose to the road, while at the rear an active rear spoiler can deploy in five different positions to prioritise efficiency or downforce as required. An optional aero kit, fitted as standard on the Pro, includes front and rear ‘flics’, a larger rear diffuser and fixed rear wing.

The design team has managed to move the front occupants forward 200mm to liberate room for those rear seats yet somehow the new GT is clearly related to the first. It’s squat and aggressive in its proportions – the huge grille, flared guards and twin power domes on the bonnet leaving no doubt as to its potency.

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Inner growth

It’s on the inside, though, where the real revelation exists. For all its undoubted performance, the GT 63 has also learned how to cosset, with heated and ventilated front seats with massage, cutting-edge active safety systems, an 11.9-inch touchscreen infotainment system with the latest MBUX software, optional diamond-quilted Nappa leather and a hands-free power tailgate.

You’ll be using that tailgate, too, as relocating the gearbox from the rear of the car to behind the engine has increased luggage space from 175L to 321L, which expands further to 675L with the split-fold rear seatbacks stowed.

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AMG admits the tight rear seats are only suitable for children up to 150cm tall – hence the 2+2 designation – but even if unoccupied they are a useful further luggage compartment. The light-packing first-generation GT owner can now take everything but the kitchen sink.

At evo we love a focused performance car and the first-generation GT was a raw and visceral experience, but the feedback from customers was they wanted something a bit more useable. We can put the microscope down and say that by combining searing performance with greater technology, luxury and practicality, Mercedes-AMG is in with a good shout of making its customers active in heading down to their nearest dealer for a new GT.

Subaru Australia has confirmed local pricing and specifications for the WRX tS spec B, available to order now and due in local showrooms in April. It’s priced from $61,490 plus on-road costs – $3,500 more than the WRX tS that sits below it.

The WRX tS spec B was recently teased by the company and has been released as Subaru Australia recognises the demand for a top-spec manual WRX – the current top-spec WRX tS is CVT automatic-only.

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It adds a number of features to the range that debuted on the WRX Club Sport from 2024, including Recaro sports seats, 19-inch alloy wheels, Brembo brakes, drilled front and rear discs and the traditional WRX rear spoiler. It’s also the first time that the adaptive dampers from the tS auto and their multiple driving modes have featured on a manual car.

It also debuts a few new features for the WRX range, of which Subaru is yet to confirm their availability beyond the tS spec B. These include a new 12.3-inch digital driver’s display – featuring for the first time in an Australian-delivered Subaru – with three modes: normal, EyeSight and navigation.

There is also a new safety system called ‘Emergency Driving Stop System’, which monitors the driver and, should they become unresponsive, will safely bring the car to a controlled stop.

A new colour is available too: ‘Galaxy Purple Pearl’, which replaces the former ‘Solar Orange Pearl’.

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WRX tS spec B new features (over current WRX RS):

• Electronically adjustable dampers
• Comfort, normal, sport, sport+ and individual driving modes
• 19-inch alloy wheels in a matte grey finish
• Brembo brakes with six-piston front and two-piston rear callipers
• Ventilated and drilled front and rear brake discs
• Large rear spoiler
• Recaro sports bucket front seats with 8-way driver’s electric adjustment
• Leather steering wheel with STI logo
• 12.3-inch digital driver’s display
• Emergency Driving Stop System

That’s on top of the WRX RS’ standard equipment, including:

• Dusk-sensing automatic LED headlights
• Rain-sensing automatic wipers
• Keyless entry with push button start
• Heated and electric-folding mirrors
• Heated front and rear seats
• Dual-zone automatic climate control
• 11.6-inch portrait touchscreen
• Wired and wireless Apple CarPlay and Android Auto
• Satellite navigation
• DAB+ digital radio
• 12-speaker Harman Kardon sound system
• Eight airbags
• Autonomous emergency braking
• Adaptive cruise control
• Lane keeping assistance
• Driver attention monitoring
• Blind-spot monitoring with rear cross-traffic alert
• Speed sign recognition
• Front/rear/passenger-side cameras

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Jacked-up. High-riding…

Those are two terms you’ve been seeing more of in recent years, thanks to the slow but gathering speed trend of sedans with more of an SUV theme in the category of ground clearance.

Perhaps ‘suvedan’ could be the new classification, although this one isn’t quite a sedan either, because it’s guilty of another nested category: the liftback sedan.

Nitpickin’ details aside, the Volvo ES90 was finally unveiled this week ahead of an Australian debut set for late 2025.

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Joining the big new EX90 SUV, the ES90 will enter as the brand’s flagship ‘sedan’, and Volvo is open about its multiple design cues:

“Some might say it is a sedan. Others will see a fastback, or even hints of an SUV. We’ll let you be the judge,” the company said in unveiling the new model.

The ES90 carries over the broad styling themes of its S90 predecessor, while throwing in a little of the Polestar 2‘s panache. It’s much bigger, of course, with a 3100mm wheelbase stretching well beyond the 2’s 2735mm footprint. It outstretches the S90, too, which measured 2935–3060mm between the axles, depending on the spec.

The jump in size gets you 424 litres of golfbag space in the boot before folding the rear seats, which grows that further to 733 litres. If you’re still stretched for bag storage, there’s an additional 22 litres under the bonnet.

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Now, about the power

The ES90 line begins with the Single Motor Extended Range, listing up to 245kW and with a 0-100km/h time of 6.9 seconds.

Step up to the Twin Motor, and you’re looking at 330kW, cutting that sprint down to 5.5 seconds.

If you’re after the full meatball, the Twin Motor Performance variant unleashes 500kW, claiming it will barrel to 100km/h in 4 seconds.

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Range?

The dual-motor all-wheel-drive models, armed with a 106kWh battery, claim up to 700km on the WLTP cycle.

Even the Single Motor Extended Range, with its 92kWh battery, isn’t slouching, offering up to 650km.

And, unlike the EX90, the ES90 is built on an 800V electrical architecture – the first Volvo to do so. Thanks to this, Volvo says the ES90 can pump 300km of range into its battery “in just 10 minutes”.

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Like the EX90, the ES90 has a bump on its forehead that packs a LIDAR sensor system, joining five radar units, seven cameras and 12 ultrasonic sensors.

That’s safety, while creature comforts are covered with a 14.5-inch portrait main screen and a 9.0-inch driver display (sorely lacking in the little EX30), along with a 25-speaker Bowers & Wilkins audio system.

There’s also quad-zone climate control with an air purifier that’ll knock out up to 95% of particles at PM 2.5, and a huge panoramic glass roof with a 99.9% protection rating against UV rays.

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What do we know about the ES90 for Australia?

Watch for more on the ES90’s local details to come as it nears its Australian launch sometime in late 2025.